DETAILED PROJECT REPORT

FOR AIRPORT METRO LINE (PHASE-2B)

FROM K R PURAM TO KEMPEGOWDA

INTERNATIONAL AIRPORT

Volume 1 - Detailed Report

Bangalore Metro Rail Corporation Ltd.

January 2019 (Updated)
 FOREWORD

This is the updated Detailed Project Report for constructing and commissioning a
new Metro line, called Airport Metro line, on the Outer Ring Road and National
Highway NH-44 between K R Puram and Kempegowda International Airport with
operational length of 36.44 Km and line length of 38.00 Km. The DPR for this line
was prepared initially by an in-house team of BMRCL in September 2017. This
revised DPR has also been prepared by BMRCL team of experts, based on the
experience it gained while implementing the Phase-1 of Namma Metro and also
while preparing, scrutinising and approving the DPRs of Phase-2 extensions, Reach
5 and Reach 6 of Namma Metro.

The topographical survey work for this Metro Corridor was carried out by engaging
M/s G.S.Survey, New Delhi. The detailed Geo-technical studies were got done
through M/s Bureau Veritas Ltd, Bengaluru.

The DPR has now been revised incorporating the requirements prescribed in the
Metro Rail Policy- 2017 issued by MoHUA, GoI, revising the land cost duly taking
into account the increased land requirement, current land rates, design
improvements and updating the cost for all items of work including the projected cost
increase during the construction period.

During the preparation of updated DPR there was continuous interaction with other
agencies tasked with development of Bengaluru city like DULT, BDA, BBMP, BMTC
and Transport Department Government of Karnataka who have furnished relevant
information needed for preparing this report.

Metro system on Phase 2B corridor will not only facilitate easy and quick movement
of people but also have a positive impact on the economic growth and quality of life.
This results in increased income and various development benefits like reduced cost
due to reduction in traffic congestion, road and parking cost, transport cost and per-
capita vehicle ownership and usage and encourage more compact and walkable
development pattern which provide developmental benefits. Reduction in cost and
time of travel lowers the cost of production of goods and services which significantly
improves city’s competitiveness, substantial reduction in per-capita pollution
emission bringing down various chronic diseases, thus, resulting in huge public
health benefits.

This report is a compendium of study results carried out by BMRCL with its unique
background, experience and considerable effort. The technical solutions
recommended herein are sole property of BMRCL. These cannot be copied or made
use of by any other agency or person except for the sole use of Bengaluru city,
without the consent of BMRCL.

Bengaluru
January 2019

AJAY SETH
Managing Director
Bangalore Metro Rail Corporation Ltd.
Executive Summary
 Executive Summary

EXECUTIVE SUMMARY

0.0 Introduction
Approval of Government of Karnataka (GoK) for implementing the Metro Project
between K R Puram to Kempegowda International Airport on Outer Ring Road
for a length of 29.062 Kms by BMRCL at a cost of Rs. 5950.02 Crores based on
July 2017 prices was communicated vide G.O UDD 423 PRJ 2017 dated
19.12.2017. Following the approval, part funding from Government of India (GoI)
was requested. The GoI sought several clarifications in respect of the proposal
for meeting the norms and requirements set out on introduction of Metro Rail
Policy in August 2017.
Accordingly, the DPR has been revised as per Metro Rail Policy-2017 at
September 2018 prices. The revised Detailed Project Report (DPR) of January
2019 has been prepared by in-House team of BMRCL. The team has relied upon
Draft Comprehensive Mobility Plan 2019 for Bengaluru City, the Draft Revised
Master Plan 2031 for Bengaluru Region and various other studies undertaken for
Traffic and Transportation for the city by GoK. This Report has been prepared as
per Metro Rail Policy 2017 in 2 Volumes i.e., Volume 1 covering all the aspects
given in Appraisal Guidelines for Metro Rail Project proposals issued by Ministry
of Housing and Urban Affairs (MoHUA), GoI during September 2017 and also
taking into account the latest Standards and Specifications issued by MoHUA for
various Systems, Volume 2 consisting of relevant drawings including Bore Logs
details along the proposed corridor.

Vide G.O UDD 385 PRJ 2018, Bengaluru, dated 19.01.2019, GoK has accorded
approval for implementation of the Airport Metro line from Jyothipuram to Airport
Terminal as Phase 2B of the Metro project by BMRCL at a revised estimated
cost of Rs. 10584.15 Crores.

0.1 Background
Bengaluru, with a population of over 12 million is a key engine for driving global
growth. The city is one of the fastest growing major metropolis in the country
with an economic growth of 10.3 per cent and possesses world class
infrastructure in housing, education & research. Bengaluru is the most
urbanized district with 90.94 per cent of its population residing in urban areas
and contributes 35.90 per cent to Gross State Domestic Product (GSDP). The
district tops in contribution to secondary and tertiary sectors due to high
concentration of major industries and infrastructure facilities.

Bengaluru is the heart of modern India and has been driving growth through its
state of the art Industrial Hubs. It continues to be a leader in the establishment
of knowledge based industries such as Information Technology, Biotechnology
and Engineering, and also in the exports of Electronics, Computer Software.
Make in India started as a journey for Karnataka way back in 1953, with

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 Executive Summary

Bosch’s (earlier Mico) manufacturing facility in Bengaluru and since then,

Bengaluru, has become the hub of next-gen technologies which include Nano-
tech, robotics, 3D printing, space, drone, rocket, military and aircraft
technologies, as well as high-end electronics.

Today, Bengaluru, country’s leading IT exporter has the youngest tech workers
and most efficient among all global start-up hubs. Bengaluru among the 20 best
start up city ecosystems in the world, has emerged as the IT Start Up Capital of
India with more than 30 per cent of national share. It has also been ranked 2 nd
in Global start-up ecosystem growth index by “Compass”. It has the largest hub
of semiconductor design companies, outside the Bay Area in California. Nearly
70 per cent of the country's chip designers work from Bengaluru and around 80
per cent of the sector's revenues in design are from this city alone.

Bengaluru is also known as the Garment Capital of India and has been one of
the leading contributors in the growth of textile and apparel market. It houses
large manufacturing capacities across the complete manufacturing value chain
viz. natural and manmade fibre production, spinning, weaving, knitting,
processing, garmenting, made-ups and technical textiles. Bengaluru retains 2nd
position after Delhi with most vehicles on roads and has more than 6000 plus
electric vehicles.
Home to a large number of education and research institutions have played a
major role in supporting and promoting the ecosystem. The vast entrepreneurial
and workforce talent available in the city can be attributed to these institutes.
The city is also recognized as the fountainhead of global Research and
Development – with Multi-National Companies having their global Research
and Development Centres here – perhaps the largest concentration of such
centres anywhere in the World. United Nations has ranked Bengaluru has the
4th largest technology cluster in the world after Silicon Valley, Boston, and
London. Recently, Bengaluru was also ranked as the No.1 Digital City in the
World as of November 2017 and was the only city in India to be ranked 19th
among world’s 25 hi-tech cities ahead of Berlin, Hong Kong and Shenzhen.
Bengaluru has been ranked as No.1 – 'Best place to live and work' by the
Global HR Consultancy Mercer.
Bengaluru is identified as Global IT based city, it is uniquely connected with all
the corners of the world in respect of IT business. International Airport is
established at Devanahalli on the Northern part of Bengaluru which is means of
transport to connect Bengaluru with all corners of the World. IT industries are
concentrated on the Eastern part of Bengaluru i.e. at Electronic City, Whitefield
and part of Outer Ring Road (ORR) between Central Silk Board and Hebbal.
Also well planned townships, industries and other business centres distributed
all along ORR between K R Puram to Hebbal and along National Highway
NH-44 between Hebbal to International Airport. Hence, the route from K R

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 Executive Summary

Puram to International Airport along ORR and NH-44 is planned to be

connected by Metro line.

BMRCL, the agency responsible for implementing and operating Metro in

Bengaluru, has fully commissioned the Phase-1 Metro consisting of 42.3 Km,
which includes 8.8 Km of Underground line and 40 Stations in stages from
October 2011 to June 2017.

The Phase-2 of Metro for a length of 72.1 Km is under implementation, which

includes extension of Phase-1 lines on all four directions and two new lines.
Phase 2A is also planned to be implemented by BMRCL (an SPV incorporated
for implementing the Metro projects).

0.1.1 Population and Population Density

Bangalore, officially Bengaluru, is the Capital of the Karnataka State. Bengaluru
is located in the South Eastern region of the State on the Deccan Plateau and it
is the third most populous city and the 5th most populous urban area in India.
Bengaluru has an estimated population of 12.34 million in its urban area as off
2017, up from 8.5 million in 2011. It is now the 24th most populous city in the
world and the fastest-growing Indian Metropolis behind New Delhi, growing at a
whopping 47.18% from 2001 to 2011. As per the census records of 2001 and
2011, the population density values for the BMA and the BBMP have gone up
from 47 to 70 pph and 82 to 119 pph, respectively, whereas the population
density in village has doubled from 5 to 10 pph.

0.1.2 Transportation System in the City

 The public transport in Bengaluru is operated by Bangalore Metropolitan
Transport Corporation (BMTC). At present BMTC is operating 6143 schedules
on 2253 routes with a fleet size of 6,677 buses and the buses cover 54,187
daily trips at an average trip length of 24.60 Km. The Bangalore Metropolitan
Transport Corporation (BMTC) buses traverse a whopping 13.33 lakh Km
across the city every day.
 Apart from the bus transport system, two corridors of Metro rail are fully under
operation since June 2017. The North-South corridor starts at Nagasandra and
ends at Yelachenahalli for a route length of 24.2 Kms. The East-West corridor
starts at Baiyappanahalli and ends at Mysore road for a route length of
18.1 Kms. It currently carries 3.75 lakh commuters every day with maximum
single day ridership being 4.5 lakh. The East-West line (Purple line) carries
about 56% and the North-South line (Green line) carries 44% of the commuters.
 Auto rickshaws and taxis are the IPT facility available in Bengaluru. Autos are
the popular form of transport and can be called common man’s taxi in
Bengaluru. In addition, car Aggregators Ola and Uber have their extensive
services in Bengaluru and are well patronised.

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 Executive Summary

0.1.3 Economy
Karnataka is home to over 3,500 IT companies, contributing to over 51.6 billion
USD (Rs. 3.67 lakh Crores) of exports, giving direct employment to over 12 lakh
professionals and creating over 31 lakhs indirect jobs. The industry contributes
to over 21% of the State’s GDP. The share of Karnataka Information
Technology exports is nearly 38% of the country’s export of 155 billion USD.

The establishment and success of high technology firms in Bengaluru has led
to the growth of Information Technology (IT) in India. IT firms in Bengaluru
employ about 1.5 Million which is 37.5% of India's pool of 4 million IT
professionals and account for the highest IT-related exports in the country.
Many biggest IT-firms are located in Bengaluru which earned this southern city
the name ‘Silicon Valley of India’. The city also houses some major
manufacturing industries like Bharat Heavy Electricals Limited, Bharat
Electronics Limited and Bharat Earth Movers Limited among others. Infosys
and Wipro have their headquarters in Bengaluru.

The Economy of Bengaluru is an important part of the economy of India as a

whole. With a national growth rate of more than 7 percent, the State of
Karnataka has an estimated GSDP of $196.88 billion and Bengaluru the capital
of Karnataka has an estimated GDP of $110 billion. The value of Software
exports of Bengaluru alone is $ 45 billion of the total State’s Software export of
$ 58.9 billion which is 76.4% of State’s Software exports.

0.2 Alignment of the Corridor

It is estimated that about half a million IT professionals are employed at
Whitefield, Electronic city and along ORR from Central Silk Board from Hebbal
and with various support services and indirect employment. Majority of
residents of Northern Bengaluru and Air passengers who are connected with IT
hub are dependent on public/private transport along NH-44 and ORR. The
proposed metro corridor Phase 2B which measures about 38Kms (36.44 Kms
from Jyothipuram to Airport Terminal) serves as an alternate transport system.

The biggest challenge, these people are facing is the long time spent during
transportation thereby bringing down their efficiency and also affecting the
overall economic efficiency in this corridor. Though the Phase-1, Phase-2 and
Phase 2A of the Metro network has been planned where in Phase-1 is
operational, Phase-2 is under construction and Phase 2A is being implemented,
it is very much necessary to look into providing the connectivity between
International Airport Terminal and K R Puram for a length of about 38Kms
(36.44 Kms from Jyothipuram to Airport Terminal) to facilitate hassle free and
comfortable movement.

The surveys including Reconnaissance/Topographical survey, Traffic and

transportation studies, Geo-tech investigations etc., were carried out along the

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 Executive Summary

above proposed route. The corridor proposed is from terminal station at

Jyothipuram to terminal station at International Airport with a link to
Baiyappanahalli Depot. The other stations being Channasandra, Horamavu,
HRBR Layout, Kalyan Nagar, HBR Layout, Nagawara, Veeranna Palya,
Kempapura, Hebbal, Kodigehalli, Jakkur Cross, Yelahanka, Bagalur/PRR
Cross, Trumpet Junction, KIA West and Airport Terminal.
Route map of Airport Metro line (Phase-2B) along with Phase-1, 2 & 2A is
shown in Figure 0.1.

0.3 Traffic Demand Forecast

Traffic and Transportation Study has been carried out to analyse the traffic
volume and asses the variation of traffic level, composition, growth rate and
forecast of the future traffic for the selected corridor.

0.3.1 Study Area

The study area includes the Bangalore Metropolitan Area (BMA) area
comprising of major part of the BBMP (excluding area under BMICAPA) and
251 villages around the BBMP. The area of BMA comprising of Local Planning
Area (LPA) of BDA and LPA of BMICAPA as per the amended boundaries
admeasures 1306 SqKm including 65.31 SqKm BMICAPA. The urban
development in several villages and BBMP are governed by two authorities, viz.,
BDA and BMICAPA. For this reason, the Master Plan has considered the entire
BMA, BBMP and Villages for extraction and analysis of population within BMA.

0.3.2 Zoning System

The traffic study model has 534 zones, out of which, 519 zones are in the study
area (including BMR). The zones within BMR include 202 Traffic zones (based
on ward boundaries) within BBMP, 251 zones (based on village boundaries)
covering rest of the area under and balanced BMR area has been divided into
66 outer zones based on the urban conurbation of the Local Planning Areas
(LPAs).

0.3.3 Travel Demand Forecast

An urban transport model to replicate the Bangalore Metropolitan Area
transportation system (roads, congestion delays, transit system, etc.) has been
developed with a state-of-the-art software and modelling technology. This model
has been used for forecasting, using altered model inputs to reflect future year
scenario. By simulating roadway conditions and travel demand on those
roadways, deficiencies in the system have been assessed. Potential major
future network enhancements such as introduction of an MRTS or land use
modifications are analysed using this tool.

The model is based on a conventional 4-stage transport model approach, which

includes:

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 Executive Summary

 Trip Generation - calculating the number of origins and destinations for

each zone.
 Trip Distribution - attaching the origins and destinations for complete trips
 Mode Choice - determining the mode for each trip, car, Intermediate Public
Transport (IPT), Public transport.
 Assignment - assigning passengers to their respective highway and transit
networks.

0.3.4 Ridership Assessment for Horizon Years

The travel model generated for RMP 2031 has been used for the estimation of
ridership for the proposed Metro corridor from K R Puram to Airport. This Metro
line has been incorporated in the model. That assessment has been completed
by a subsequent study done by RITES in year 2016 for demand assessment of
Metro lines upto year 2041.

0.3.4.1 Boarding and Alighting

The boarding alighting estimates for peak hour for horizon years at the Stations
in the corridor is given in the Table 0.1.

Table 0.1 Daily and Peak Hour Station Boarding for Phase 2B

Daily 2024 Peak 2024 Daily 2031 Peak 2031 Daily 2041 Peak 2041
Stations
Board Alight Board Alight Board Alight Board Alight Board Alight Board Alight
K R Puram 32,818 30,621 10,783 10,916 55,017 51,195 18,078 18,300 82,278 76,562 27,035 27,367
Kasturi Nagar 4,168 4,172 983 982 5,884 5,874 1,648 1,646 8,799 8,785 2,465 2,462
Channasandra 3,958 3,968 765 773 5,587 5,586 1,282 1,296 8,355 8,354 1,917 1,938
Horamavu 9,909 10,047 2,710 2,678 15,634 15,809 4,543 4,489 23,381 23,642 6,794 6,713
HRBR Layout 2,824 2,193 520 463 3,987 3,087 872 777 5,963 4,617 1,304 1,162
Kalyan Nagar 5,286 4,261 1,102 956 7,463 5,999 1,847 1,602 11,161 8,971 2,762 2,396
HBR Layout 16,341 17,642 5,020 5,164 27,395 29,496 8,416 8,658 40,969 44,111 12,586 12,948
Nagawara 27,945 28,227 8,675 8,084 49,971 50,340 14,544 13,552 74,731 75,283 21,750 20,267
Veeranna Palya 11,507 10,977 2,973 3,320 19,291 18,353 4,984 5,566 28,850 27,447 7,454 8,324
Kempapura 14,145 14,089 3,628 4,529 23,713 23,555 6,082 7,592 35,463 35,226 9,096 11,354
Hebbal 35,924 36,427 10,721 10,608 64,240 64,963 17,974 17,784 96,071 97,152 26,880 26,596
Kodigehalli 11,029 10,897 3,001 4,151 18,490 18,219 5,031 6,959 27,652 27,246 7,524 10,407
Jakkur Cross 19,753 20,070 7,481 6,584 40,757 41,298 12,541 11,038 60,952 61,761 18,755 16,507
Yelahanka 18,052 18,393 6,093 5,963 37,248 37,847 10,215 9,997 55,704 56,600 15,276 14,950
Bagalur/PRR Cross 6,010 5,639 3,018 2,756 12,401 11,603 5,060 4,621 18,546 17,352 7,567 6,911
Trumpet Junction 3,962 4,263 1,522 1,512 8,175 8,773 2,552 2,535 12,226 13,120 3,817 3,791
KIA West 2,892 4,226 1,177 1,188 5,967 8,696 1,973 1,991 8,924 13,005 2,951 2,978
Airport Terminal 21,132 21,544 3,232 3,229 31,491 32,018 5,418 5,414 47,095 47,883 8,103 8,097
Total 247,655 247,655 432,711 432,711 647,117 647,117

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 Executive Summary

0.3.4.2 Peak Hour Peak Direction Traffic (PHPDT)

The Table 0.2 the PHPDT between the stations for the proposed corridor.

Table 0.2 PHPDT for Phase 2B

Station PHPDT - 2024 PHPDT - 2031 PHPDT - 2041

From To Forward Reverse Maximum Forward Reverse Maximum Forward Reverse Maximum
K R Puram Kasturi Nagar 9,118 9,502 18,446 15,286 15,930 30,923 22,861 23,823 46,245
Kasturi Nagar Channasandra 8,754 9,335 14,676 15,649 21,948 23,403
Channasandra Horamavu 9,484 10,078 15,900 16,895 23,778 25,267
Horamavu HRBR Layout 7,867 8,411 13,188 14,100 19,723 21,087
HRBR Layout Kalyan Nagar 8,007 8,461 13,424 14,184 20,075 21,212
Kalyan Nagar HBR Layout 9,086 9,309 15,233 15,607 22,781 23,340
HBR Layout Nagawara 14,133 14,584 23,694 24,449 35,434 36,564
Nagawara VeerannaPalya 16,526 15,312 27,705 25,669 41,433 38,388
VeerannaPalya Kempapura 18,291 18,446 30,664 30,923 45,858 46,245
Kempapura Hebbal 10,961 10,559 18,375 17,701 27,480 26,472
Hebbal Kodigehalli 11,010 12,424 18,459 20,828 27,605 31,148
Kodigehalli Jakkur Cross 6,494 6,653 10,888 11,154 16,282 16,680
Jakkur Cross Yelahanka 7,363 7,680 12,343 12,875 18,459 19,254
Yelahanka Bagulur/PRR Coss 5,491 5,546 9,206 9,298 13,768 13,905
Bagulur/PRR Cross Trumpet Junction 3,902 3,915 6,541 6,563 9,782 9,815
Trumpet Junction KIA West 4,347 4,349 7,287 7,291 10,898 10,904
KIA West Airport Terminal 3,229 3,232 5,414 5,418 8,097 8,103

0.3.4.3 From the traffic study it is estimated that the daily ridership on this Metro
corridor will be 2,47,655 in 2024, when the project is planned to be completed
and it will rise to 4,32,711 by 2031 and to 6,47,117 by 2041. Similarly, the
PHPDT will be 18,446 by 2024 which will increase to 30,923 by 2031 and to
46,245 by 2041.

0.4 Civil Engineering

The entire alignment of this line is planned to be elevated except at Yelahanka
Air Force Fly zone and inside Airport area. At Yelahanka Air Force Fly zone the
alignment is at grade with covered shell as there is restriction for height from Air
Force Authorities. Inside Airport area, the alignment switches over from
elevated to at grade in KIA Boundary. As the work on the elevated stretches of
Phase-I of the project have already been completed and Phase 2 works are in
progress, the planning norms & design parameters viz., horizontal curves,
vertical alignment, design speed, track centre etc., as finalized for Phase-I and
Phase-II, shall be used for KR Puram to Airport Terminal Metro line also. 17
stations are planned in Phase 2B including the terminal Stations.

0.4.1 Geometric Design

BMRCL has already implemented Phase-1 of Bangalore Metro project & now
implementing Phase 2. Various design norms and parameters have been
firmed up by BMRCL after detailed studies and norms followed by Metro
systems in various cities. Certain modifications to the design norms have been
recommended keeping in view of the Technological Advancements and specific
needs of Bengaluru city.

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 Executive Summary

In all,36.44 %of length falls in horizontal curves on the stretch. The radii of the
curves vary from 127.50 m to 8000 m.

Details of Horizontal Curves

Total length of the stretch : 36.44 Km (Pier ORP 658 of Phase 2A)
Number of curves : 88
Total length of curves : 13.245Km
% length of Curves : 36.44%
Minimum Radius of horizontal curve : 127.50 m

In this corridor, all Stations are located on straight/Curve with radius more than
1000 m alignment. Normally the stations shall be on level gradient, in
exceptional cases station may be on a grade of 0.25 %. Between stations,
generally the grades may not be steeper than 3.0 %. However, there are a few
situations, where steeper grades are unavoidable.
Vertical curves are to be provided when the change in gradient exceeds 0.4%.
However, it is proposed to provide vertical curves at every change of gradient.
Minimum radius of vertical curve adopted is 1510m and the maximum gradient
provided is 3.79%.
Details of Vertical Curves
Minimum Radius :1510 m
Maximum Gradient :3.79%

0.4.2 Track Structure

Track on Metro Systems is subjected to intensive usage with very little time for
day-to-day maintenance. Thus, it is imperative that the track structure selected
for Metro Systems should be long lasting and should require minimum or no
maintenance and at the same time, ensure highest level of safety, reliability and
comfort, with minimum noise and vibrations.

Keeping the above philosophy in view two types of track structures are
proposed for this corridor. The normal ballasted track is planned inside the
Depot (except inside the Workshops, inspection lines and washing plant lines).
The ballastless track is recommended on Viaducts as the regular cleaning and
replacement of ballast at such locations will not be possible.

From considerations of maintainability, riding comfort and also to contain

vibrations and noise levels, the complete track is proposed to be joint-less and
for this purpose even the turnouts will have to be incorporated in LWR/CWR.
The track will be laid with 1 in 20 canted rails including on the turnouts and the
wheel profile of Rolling Stock should be compatible with the rail cant and rail
profile.

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0.4.3 Geo Technical Investigation

The Geotechnical investigations were carried out by M/s. Buearu veritas. In
addition, soil investigation reports for various flyovers and underpasses already
conducted on the route were also studied.

Field investigation has been carried out along the Outer Ring Road and NH-44
at 16 locations with borehole exploration up to a maximum depth of 30.0 m. If
rock was encountered, drilling was carried up to a depth of 3 m in intact hard
rock. The complete geo- technical investigation report containing bore log
details, test results and bearing capacity recommendations has been given in
Chapter 5.

0.4.4 Viaduct Structure

The choice of Superstructure has been made keeping in view the ease of
constructability and the maximum standardization of the form-work for a wide
span ranges. Accordingly, the following type of superstructures are considered.

i. Precast segmental box girder with post tensioning. Similar to the

superstructure adopted in Phase 1 and Phase 2 of BMRCL.
ii. Precast Pre tensioned U-Girder superstructure.

0.4.4.1 Precast segmental box girder with Post Tensioning.

This essentially consists of pre-cast segmental construction with post
tensioning and joints glued and is by far the most preferred technique in fast
track projects. In such construction, the pre-stressing is placed in the conduits
inside the structural concrete which are grouted with non-shrink cement slurry.
The match cast joints at the interface of two segments are provided with shear
keys for maintaining the correct line and level of the superstructure.

0.4.4.2 Precast Pre tensioned U-Girder superstructure.

Superstructure with single unit of U Girder for the span to accommodate one
track is another method of construction of Metro structures. There will be two
Girders for each span to cater for the two tracks. The U Girders are Pre
tensioned, Pre cast, transported to site and erected on the spans using road
cranes.
Since these units are erected as a single unit per span, the speed of
construction of Superstructure becomes very fast compared to the segmental
construction. Since, the Pier cap will have to accommodate two U Girders, it
has to be wider and hence, is made as a precast prestressed unit. This also
facilitates faster construction. However, the internal width of U Girder is
generally kept as 4m and they can be used on curves of radius only upto 300m.
For spans on curves of sharper radius, different superstructure such as precast
I Girders with cast-in-situ deck slab have to be used.

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0.4.5 Station Location and Planning

0.4.5.1 As per the configuration of alignment, all the stations would be elevated except
KIA West and Airport Terminal stations and details are as shown in Table 0.3.

Table 0.3 List of Stations planned on Airport line of Phase 2B Project.

Inter Station
Sl. Chainage of Station
Name of Stations Distance
No C/L
in Kms
17.133(Phase 2A)/ -
0 K R Puram 0.000
1.294 (Phase 2B)
1 Kasturi Nagar ** - -
Channasandra +1,555.220
2 2.84
(from K R Puram)
3 Horamavu +2,751.700 1.19
4 HRBR Layout +4,201.230 1.44
5 Kalyan Nagar +5,303.820 1.10
6 HBR Layout +6,560.920 1.25
7 Nagawara +7,508.790 0.94
8 Veeranna Palya +8,314.000 0.80
9 Kempapura +9,964.250 1.65
10 Hebbal +11,223.430 1.25
11 Kodigehalli +12,699.060 1.47
12 Jakkur Cross +14,120.040 1.42
13 Yelahanka +17,842.930 3.72
14 Bagalur/PRR Cross +20,022.280 2.17
15 Trumpet Junction +28,736.530 8.71
16 KIA West +33,705.170 4.96
17 Airport Terminal +36,267.250 2.56
** Location of Kasturi Nagar station needs to be decided based on design of Rail
cum Road Bridge between K R Puram and Channasandra Stations.

0.4.5.2 The proposed stations are either on the middle of the road or partially on the
service road or off road as per details below:
a. Along ORR, elevated alignment generally passes on median of the road
between K R Puram and Hebbal. The station along this stretch are
generally provided above the main carriageway in the median and
Entry/Exit of station are provided on either side of ORR beyond service
road. Further, the alignment passes over the Right side of the NH-44 in
the dedicated strip of 5mtr wide land between main carriageway and
service road. The stations along National Highway are proposed over
service road with Entry/Exit of station on the open land beyond the service

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road. The station service is extended to the other side of the National
Highway by providing FOB/Subway. The proposed stations will have two
side platforms and the access to the platforms is through staircases and
escalators, housed in the paid area of concourse.
b. Traffic Integration facility at stations include approach roads to the
stations, circulation facilities, pedestrian ways, connecting bridges for
Metro and non-Metro commuters, adequate halting areas for various
modes likely to come to Metro stations including feeder buses/ mini
buses.
c. Connecting bridge at Concourse level has been planned for crossing the
road for the use of non-Metro commuters also through unpaid areas.
d. Hebbal station is proposed with parking facilities.
e. A provision for 2 pocket tracks and required number of cross overs are
made for facilitating smooth train operations as these facilities help in
easy turnaround of racks during emergency.

0.4.6 Land Requirement

As the Metro alignment has to be planned on set standards and parameters,
apart from alignment, various structures like stations, parking facilities, traction
sub stations, communication towers, etc. require large plots of land. The land
being scarce, costly and acquisition being a complex process, the alignment is
so planned that barest minimum land acquisition is involved.

Land requirement for Phase 2B Airport line is given in Table 0.4.

Table 0.4 Land requirement for Phase 2B.

Type of Land Area

Sqm Hectares
Private 2,07,871.00 20.78
National Highway 1,05,500.00 10.55
Total 313371.00 31.33

Baiyyappanahalli Depot, which is functional and serves the East West Corridor
at present, will be used for the train maintenance for the Airport line, in addition
to the newly proposed Depot near International Airport.

0.5 Environmental Impact Assessment/Environmental Management Plan

Ministry of Environment and Forests (MoEF), Government of India, has issued
various notifications on Environmental Impact Assessment since 1994 with the
latest being in 2009. According to those notifications, 32 types of projects under
Schedule-I require environmental clearance from MoEF while Rail projects are
exempted. The proposed project does not require Environmental Clearance as
it does not create any major adverse environmental impact.

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The likely number of trees affected due to this line are enumerated and the
number of trees affected are going to be transplanted/cut as instructed by
Forest department and nourished as Compensatory Reforestation.

0.6 Train Operation Plan

Trains on the Airport metro corridor will be put to service in such a way that,
from Airport Terminal to Hebbal there will be limited number of stops with high
speed travel facility and from Hebbal to K.R.Puram there will be frequent train
service as per travel demand analysis brought out in Chapter 3. Also since,
Phase 2A line will be connected with Airport metro corridor of Phase 2B, train
operation plans and train frequency of 2A corridor have been integrated for the
entire corridor from Silk Board to Airport Terminal Station so that every third
train starting from Silk Board will be extended to Airport Terminal station.

0.6.1 Considering the present inter station distance, sections with straight and curve
alignment, dwell time at stations etc., detailed simulation was carried out and
average speed of 36 Kmph is planned between KR Puram to Yelahanka and
60 kmph between Yelahanka to Airport Terminal.

0.6.2 For the purpose of planning, the Peak hour peak direction traffic (PHPDT)
demands for the 2B corridor indicated in Table 0.5:

Table 0.5 Peak Hour Peak Direction Traffic

Corridor YEAR
2024 2031 2041
KR Puram to Airport Terminal 18,446 30,923 46,245

0.6.3 Train formation

To meet the above projected traffic demand, running trains with composition of 6
Car trains has been planned with different headway.
Composition
DMC : Driving Motor Car
MC : Motor Car
TC : Trailer Car
6 Car Train Compositions : DMC - TC -MC - MC - TC – DMC

0.7 Rolling Stock

The important criteria for selection of Rolling Stock for BMRCL are mainly
reliability, low energy consumption, lightweight and high efficiency leading to
lower annualized cost of service. Also, the train should have high rate of
acceleration and deceleration.

The proposed Rolling Stock for 2B corridor is identical in dimensions with the
Rolling Stock of Phase-I to ensure interchangeability and continuity in service

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and compatibility of the same with Baiyappanahalli depot which has already
been constructed under Phase-I. Train of 2B corridors will be maintained at
Baiyappanahalli depot and proposed Depot near Kempegowda International
Airport (KIA). Schedule of Dimensions (SOD) of Phase-2B Metro corridor will be
same as Schedule of Dimensions of Phase-I and Phase-II.

The size of the coach for 2B corridor shall be in accordance with Schedule of
Dimensions (SOD) of Phase-II. Proposed Coach Dimensions are as below:

Table 0.6 Size of the Coach

Description Length* Width Height

Driving Motor Car (DMC) 21.05m 2.88 m 3.8 m

Trailer car (TC)/Motor Car (MC) 20.8 m 2.88 m 3.8 m

Coaches will have longitudinal seats with seating capacity of 43 persons per
coach and the exceptional dense crush capacity (AW4) of 43 seated, 273
standing thus a total of 316 passengers for a Driving Motor Car and 50 seated,
293 standing thus a total of 343 for a trailer and motor car is envisaged. Hence, it
is recommended to procure Rolling Stock for Airport Link Metro corridor with
maximum axle load of 15T. It is also proposed to consider the maximum design
speed of train at 90 Kmph

0.8 Power Supply System of Traction

The existing traction system in Bangalore Metro is 750 V DC third rail. Since the
K R Puram – Airport line is an extension from Phase-2A, ORR Metro line, up to
Kempegowda International Airport, the same traction system of 750 V DC third
rail bottom current collection system is proposed to achieve the seamless
integration and operational flexibility.

Incoming power supply is proposed to receive from Grid Substation of KPTCL at

66 kV and by UG cable through double feeder for each proposed RSS. Two (02)
RSSs of 66/33 kV, 2x25 MVA at Yelahanka RSS of K R Puram is part of Phase-
2A line and is planned with a provision for 10 MVA built-in for K R Puram –
Airport line.

The 66 kV power supply will be stepped down to 33 kV level at the above RSSs
of metro authority. The 33 kV power supply drawn from the RSS will be
distributed along the alignment through 33 kV ring main cable network for
feeding to traction as well as auxiliary loads. These cables will be laid in

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dedicated ducts/hangers/brackets along the viaduct. Station auxiliary power

supply is envisaged from the ASS (33/0.415 kV) located at concourse.

With only 17 passenger stations in the line, the additional TSS required are to be
accommodated at especially constructed concourse below viaduct / wayside
based on the land availability and Viaduct proposed and will be finalised during
detailed engineering stage. Total 26 TSSs (25 mainline + 1 depot) are estimated
and the precise requirement of TSSs to be determined by simulations during
detailed engineering stage.

Electric power requirement for this line is likely to be 23.25 MVA approximately in
year 2024, which is likely to increase to 33.20 MVA by year 2041. All the ASS &
TSS of mainline are unmanned and to be SCADA compatible, to be integrated
with OCC of Phase 2/2A.

0.9 Signalling and Train Control

The latest technology available in the Signalling/Train Control System is
Communication Based Train Control (CBCT) System. The Phase-II lines (Line5
&6) which is under implementation is also being provided with CBTC Signalling
System. Signalling and Train Control System shall be designed to meet the
required headway as that on the contiguous section of K R Puram-Silk Board
line. The proposed Signalling system shall be capable of Unattended Train
Operations (UTO).

The control of train operation will be done from a centralized Operation Control
Centre (OCC) and will be supervised by the Traffic Controller (TC) at OCC. The
OCC shall have required facilities for setting up of route and clearing of signals
and other supervisory and control facilities. The Backup Control Centre (BCC)
shall also be provided at suitable location geographically separated from OCC.
Since the present OCC cannot accommodate the requirements of this line, a
new OCC layout to be set up preferably at Baiyappanahalli Depot.

0.10 Telecommunication and Fare Collection System

Telecommunication system shall cater to the needs of system traffic control,
features to supplement Signalling system, operational/ maintenance and
emergency communication, administrative communication, passenger
information system, CCTV surveillance etc. in Metro Network. It shall also
provide communication backbone for other systems such as Signalling, Power
SCADA, Building Management Systems, Automatic Fare Collection (AFC)
systems and administrative IT LAN.

Further, for efficient and cost effective maintenance of the Signalling & Train
Control and Communication network, it is proposed to provide a network
management system (NMS), which will help in diagnosing faults from a central
location and attending the same with least possible delay. Adequate space for

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proper installation of Signalling/Train Control and Telecommunication equipment

at each station shall be provided in view of regular testing and maintenance of
the equipment/Systems.

Automatic Fare Collection System (AFC)

The proposed ticketing system shall be similar as provided for Phase-I & Phase-
II i.e., of contactless smart token/card type. The AFC system shall support
simultaneously ISO 14443 based type-‘A’ cards compatible with MiFare and
EMV based open loop (National Common Mobility Cards, Rupay, Visa, Master
Card etc.) cards. The system shall also be capable of processing and accepting
NFC based fare media with the provision of mobile ticketing. The system shall
have provision for QR code based mobile ticketing also.

0.11 Train Maintenance Depot

ORR corridor (Central Silk Board junction to K R Puram of length 18.36 Km) is
proposed to be further extended from K R Puram to Kempegowda International
Airport (KIA) via Hebbal and Yelahanka for a length of about 38Km (36.44 Kms
from Jyothipuram to Airport Terminal) under Phase 2B Project of BMRCL.
Strategically, this corridor is divided in to three sections, i.e. K R Puram to
Kempapura Cross (13.011 Km), Kempapura to Yelahanka (7.725 Km),
Yelahanka to KIA West (18.069 Km).
The length of this corridor being longer, there is a necessity to provide depot
facilities at either end of the corridor to ensure seamless operation and
maintenance services with a proposed headway for the line. Therefore, full-
fledged depot is proposed at Airport end to be constructed in a phased manner.

There is a proposal for switch-over of Baiyappanahalli depot from E-W corridor to

ORR corridor by remodelling it. While remodelling it is also proposed to augment
stabling capacity at Baiyappanahalli depot from the existing 16 lines to 42 lines
to cater complete operational needs of ORR line and partial requirement of
Airport line. Considering the augmentation plan at Baiyappanahalli, the
construction of Airport depot facility is proposed in two phases. In the first Phase
it is proposed to construct 12 stabling lines and a combined shed with 4
inspection lines and 2 repair lines and PWL line by the year 2023. In the second
Phase 2 more repair lines and test track of 750mtr length shall be constructed.
The balance O&M requirement for this section will be made good through
augmented facility at Baiyappanahalli depot.

Traffic demand in Airport corridor is likely to increase much higher than the
proposed PHPDT by the year 2041. Hence, it is imperative to ensure provision
for additional 15 stabling lines for future at Airport depot to cater 2 min head way
in the critical sections of this corridor.

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0.12 Metro-cum-Road Infrastructure

The traffic congestion on common section of ORR and Old Madras Road (OMR)
between K R Puram and Kasthuri Nagar is causing lot of hardship to road user
travelling to their work places and residences in Whitefield, ITPL, Marathahalli,
Sarjapur etc., The traffic from 5 directions, namely from Hebbal, OMR,
Marathahalli, Whitefield and Hoskote having major economic activates and
residential areas converge at the common segment of ORR and OMR and seek
passage to their destinations. This common road segment is carrying lot of
through traffic along the ORR towards Marathahalli and Kasthuri Nagar. Also,
there is a through traffic towards Whitefield and Hoskote. Apart from the heavy
through traffic, there are certain cross movements taking place in this portion of
road causing heavy congestion.

Various proposals like construction of additional flyovers, construction of clover

leaf flyover etc., which involve large extent of land acquisition and construction of
additional structures are under consideration by the Government of Karnataka to
decongest the traffic on ORR especially at K R Puram and Tin Factory junctions.

With the approval for implementation of Metro line from Central Silk Board
junction to K R Puram along ORR (Phase 2A) and the Airport line from K R
Puram to KIA, construction of additional flyovers/ Clover leaf flyover for
decongestion of road traffic may not be feasible as the Metro alignment between
K R Puram and Kasthuri Nagar is passing through common segment of ORR
and OMR.

Hence, it is planned to construct Metro-cum-Road flyover between

Mahadevapura and Ramamurthy Nagar. This infrastructure will have combined
Viaduct for Metro and Road between K R Puram and Kasthuri Nagar which will
carry the through traffic on ORR and will result in effective decongestion of road
traffic at K R Puram and Tin Factory junctions. It is also planned to provide the
link from Hoskote road to ORR towards Marathahalli.The detailed construction
feasibility of the structure will however be examined in consultation with BBMP.

No major land acquisition is involved except for the ramps at both the ends of the
flyovers as the land requirement for Metro Viaduct is already finalised and the
road way will come on the same Piers of Metro Viaduct. The additional estimated
cost of the flyover due to clubbing of road with Metro structure is about Rs. 330
Cr excluding the cost of land acquisition and this cost is not included in this DPR.
The additional cost of land acquisition and construction of flyover for road has to
be borne by the Government of Karnataka.

0.13 Security
Provision has been made for Security arrangements to be provided during
operation of the Project. The Cost and other details are available in Chapter 16
of this Report.

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0.14 Cost Estimates

The summary of capital cost of the project for Airport line prepared at September
2018 prices is given in the Table 0.7:

Table 0.7 Summary of Cost Estimate

Basic
Sl. Cost @
Item
No. 2018
Prices
1 2 6

1 Land 2171.39

2 Alignment and Formation 1533.09

3 Station Buildings 828.23
4 Permanent- Way 383.84
Depot (Near Airport & Baiyappanahalli Depot
5 Remodeling)
335.00

6 Utility Diversion & Road Restoration 356.36

7 Traction & Power Supply 661.69
8 E&M Works 268.56
9 Rolling Stock (SG) 1033.20
10 Signalling and Telecom 371.09
11 Security-Capital Cost 7.66
12 Total including Land 7950.11
13 Total Excluding Land 5778.72
Price variation During construction on Total E/c
14 Land
930.43

15 Taxes on Total E/c Land 629.75

16 Total including PV and Taxes 9510.30
17 Contigencies @ 3% 192.25
18 Add D & G @5% 298.55
19 Intrest during Construction @ 8% on borrowings 583.05
20 Grand Total including land 10584.15
21 Grand Total Excluding land 8412.76

0.14.1 Operations and Maintenance cost: The O&M cost for the year 2023-24 is
Rs. 266.08 Crores for the new line of 38 Kms (36.44 Kms from Jyothipuram to
Airport Terminal) with 17 stations, for running 6 coach train sets.
0.15 Financing Plan and Financial Analysis
0.15.1 Financing Plan
The highly capital intensive Metro projects are a public utility with huge positive
economic externalities but typically very low financial returns. Domestic
commercial borrowings are not a viable option for financing as not only the cost

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 Executive Summary

of funds is on the higher side, but the tenures are also not long enough to
match the long pay back periods which characterise a long gestation
infrastructure project. Therefore, there is the need to explore avenues of
financing with moderate rates, long tenures and a long enough initial
moratorium. This requirement is fulfilled by the sovereign loans extended by
Multilateral and bilateral development banks such as JICA, ADB, AFD, EIB etc.
Therefore, in addition to the Equity and Subordinate Debt contribution from the
Central and State Government, the Senior debt is proposed to be contracted
through sovereign borrowing.

Table 0.8 Revised Funding pattern (Equity sharing model) - Phase-2B (In crores)

Sources Amount (Rs) (% of Share)

GoI - Equity 1,304.70 12.33%
GoI - Sub-debt 314.87 2.97%
GOI Share sub total (1) 1,619.58 15.30%
GoK - Equity 1,304.70 12.33%
GoK - Sub-debt 314.87 2.97%
GoK - Sub-debt ( Land Cost ) 2,171.39 20.52%
Reimbursement of SGST ( Grant) 314.87 2.97%
GoK Share sub total (2) 4,105.84 38.79%
Senior Debt ( Sovereign /Non - 4,858.73 45.91%
Sovereign Loans) (3)
Total (1) to (3) 10,584.15 100.00%

0.15.2 Financing Analysis

Financial analysis is done based on estimated Capital inflows on account of
equity, subordinate debt and borrowings as well contribution from innovative
financing and Capital outflows are comprised of expenditure during construction
and IDC. The inflows from Fare and Non fare Box revenue comprise the
Revenue inflow and the revenue expenditure on operations and Operational,
staff and energy cost as well as finance cost constitute the Revenue outflow.
The FIRR is derived as 5.58% in the Most Likely scenario for estimated
Ridership for a 30-year time horizon and Sensitivity Analysis has been carried
out for an optimistic scenario with 10% increase in ridership and pessimistic
scenario with 10% reduction in ridership coupled with a 1-year time over run
and a 10% cost overrun.

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Table : 0.9 : Summary of Sensitivity Analysis and FIRR results

Net cash
Capital
inflow
Outflow
(after
SL Pax per including
Ridership Scenarios redemption FIRR Reference
No day IDC
of
(Rs in
borrowings)
crores)
(Rs in crores)
1 Most Likely scenario
Year 2024 onwards 2,34,791
(10,584) 21,777 5.58% Annexure-1
Year 2034 onwards 26,543
Optimistic scenario
2
(Pax 110% of Most likely scenario)
Year 2024 onwards 2,58,270
(10,584) 27,945 6.65% Annexure-2
Year 2034 onwards 29,197
Pessimistic Scenario
3
(Pax 90% of Most likely scenario with one year time overrun + CAPEX increase by 10% )
Year 2025 onwards 2,19,996
(11,662) 17,044 4.25% Annexure-3
Year 2035 onwards 24,871

0.16 Economic Analysis

The benefits that the metro projects provide are more important from the
government’s economic and social point of view compared to the financial
benefits that accrue from implementing the project. The proposed system will
provide a variety of benefits to the city and society, viz. savings in fuel
consumption, vehicle operating costs, travel time, reduction in road accidents
and air pollution etc. These economic benefits would overweigh the financial
benefits and hence assessing the same would also be of more significance.

The economic analysis for K R Puram to Airport Line has been carried out
within the broad framework of EIRR (Economic Internal Rate of Return) based
on Appraisal Guidelines for metro rail projects taken from website of Ministry of
Housing & urban affairs.

The Economic Analysis is based on the incremental costs and benefits and
involves comparison of project costs and benefits in economic terms under the
various Sensitivity Scenarios. In the analysis, the cost and benefit streams
arising under the above project scenarios have been estimated in terms of
market prices and economic values computed by converting the market prices
using appropriate factors. The annual streams of project costs and benefits
have been compared over the entire analysis period to estimate the net cost/
benefit and to calculate the economic viability of the project in terms of EIRR.
Effectively 30 years of operations from the start of services from the year
2023-24 has been considered for economic evaluation for the project.

EIRR for 30 years has been computed to be 17.05 %.

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0.17 Implementation Strategy

0.17.1 Legal Cover for Implementing the Project
Implementation of proposed K R Puram to Airport line of Bangalore Metro Rail
Project will be done under “The Metro Railways (construction of works) Act
1978” and “The Metro Railways (Operation and Maintenance) Act 2002” as
amended by “The Metro Railways (Amendment) Act 2009”.

0.17.2 Implementation Schedule

The project is proposed to be implemented as Phase-2B for Bangalore Metro in
a period of 45 months from financial closure. A suggested project
implementation schedule is given in Table 0.10.
Table 0.10 Activities showing duration for implementation of Phase 2B.
Duration
Activity Description Start End in
Months
Land Acquisition for Viaduct &
Activity 1
Stations 0 8 8
Activity 2 Approval by GoK 0 3 3
Activity 3 Approval by GoI 4 6 3
Financial Closure by at least 50%
Activity 4
Senior Debt 7 12 6
Activity 5 Award of civil works contract 4 12 8
Activity 6 Piling & Pile cap 15 27 12
Activity 7 Pier & Pier cap 18 30 12
Activity 8 Segment Launching 22 40 18
Activity 9 Station works 15 42 27
Activity 10 Station finishing works 35 50 15
Activity 11 Track works 35 50 15
System works (Traction, E & M and
Activity 12
S&T) 30 54 24
Activity 13 Integrated Testing 54 57 3

0.18 Compliance to Metro Rail Policy 2017

The proposed Airport Metro line meets the objectives and norms set out in the
Metro Rail Policy 2017. The proposed line seeks to provide efficient, effective
sustainable mode of mass public transport for the business corridor having
economic activities for 12% the country’s IT exports.

The proposed line is part of the Comprehensive Mobility Plan 2019 for
Bengaluru city. It has been subjected to the alternative investment analysis for
mass public transport systems, and is assessed to be the appropriate mode for
the mobility needs on the corridor.

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The city has a draft Transit Oriented Development Policy with some of the
proposed measures already being at the stage of legal and regulatory
approvals.

The state has a fully functional Directorate of Urban Land Transport. A bill for
setting up Bangalore Metropolitan Land Transport Authority has been prepared
and is likely to be placed before the State Legislature shortly for enactment.

0.19 Salient Aspects of the Project

0.19.1 Goals and Objectives
 The project aims to support the goals of Comprehensive Mobility Plan
(CMP) for complementing economic activities and increasing the share of
public transport to 70% of all motorized trips.
 It also plans to facilitate systemic changes in road usage by incentivizing
efficient, equitable and sustainable mobility options through economic and
regulatory measures, while discouraging inefficient and unsustainable
options through imposition of cost of negative externalities.
 This project will play a key role in mitigating the mobility related binding
constraints to IT eco-system in Bangalore, which accounts for 40% of
revenues of IT companies in India.

0.19.2 Innovations and Piloting of New Approaches

The Project will implement the following innovations and new approaches due to
the advantages of its location and alignment.
 Enhancing efficiency of usage of road as an economic asset & leveraging
parking space fees to encourage use of public transport.
 Development of Inter-modal transit hubs for operational and economic
integration with other modes.
 Extensive use of non-motorized transport for last mile connectivity.
 Economic integration of fare by common fare card for Metro and public
bus system to complement the two important modes of public transport for
the convenience of commuters.
 Augmenting road infrastructure by building Metro-cum road flyover in
critical locations in the project alignment.
 Use of latest technology, modern construction practices and project
monitoring through advanced IT system.

0.19.3 Innovations in Financing Leveraging

In order to reduce the dependence on borrowings, the following financing
innovations are planned:
 Upfront PPP with major companies to realize about USD 70-100 million to
fund capital cost.
 Land Value capture through innovative TOD measures for financing of
urban infrastructure.

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 Financing plan with long term and moderate cost financing from
multilateral and bilateral development agencies to the extent of 45% which
can be largely serviced out of revenues of BMRCL.

0.19.4 Private Sector Engagement (Financing, Involvement, Provision of Services)

 Upfront PPP with major companies having presence along the metro
alignment giving them rights for station naming, direct access for their
employees, advisement and commercial spaces for financing capital
expenditure on the project.
 Back-ended PPP with BIAL during the operational phase is envisaged by
transferring assets in the Airport area upon commissioning to BIAL and
leasing them back to facilitate levy of user development fee on air travelers
by BIAL as AERA guidelines. The revenue streams generated through
transfer of this amount would aid in debt servicing, thus mitigating the need
for shadow cash support from GOK.
 Procurement of system maintenance services for Rolling Stock, Signalling
& Telecom, Traction, Housekeeping and Security to be outsourced during
the operational phase.

0.19.5 Climate Mitigation/Adaptation and Stakeholder Involvement

 The proposed project will increase the share of public transport in total
intra-city passenger movements and is expected to reduce carbon dioxide
emissions and resultant pollution and improve air quality of the city by
shifting 0.46 million daily passengers from road to rail-based modes. The
project is also expected to assist in orderly densification of the city instead
of lateral growth of the urban area.
 Corridor alignments and the proposed station locations have been
identified based on extensive consultation and after obtaining feedback
from key stakeholders. Involvement of public is to be mainstreamed
through stakeholder consultations to minimise traffic constraints during
Metro construction. To obtain support of key stakeholders towards the
project, BMRCL has taken number of new initiatives e.g. slum dwellers
living in acquired land are being provided with a dwelling unit irrespective
of status of the slum. BMRCL compensates/ rebuilds parts of schools,
hospitals, parks, religious structures, etc. affected by the project.

0.19.6 Mainstreaming of Gender

Convenient and efficient mobility option for women is expected to mitigate one of
the causes of declining share of women in the workforce. The improved access
to city centres, commercial hubs, airport and basic social and other services will
contribute to improved job opportunity, health and education outcomes,
particularly to the poor and marginalized, women and children. Dedicated special

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coach for women passengers in each train and reserved seats for the elderly,
and persons with disabilities are some of the features planned.

0.19.7 Outcome of the Project

The project on implementation, will provide major socio-economic benefits to the
society particularly in the influence zone of the corridor, such as:
 Provide safe, reliable, affordable and environment friendly public mass
transit systems for Bangalore city, which will improve mobility and benefit
about 0.46 million commuters daily and support endeavour for planned
urban development in Bangalore.
 Result in larger share of public transport in meeting mobility needs of the
city.
 Lead to enhanced economic productivity of the city and thereby
assistance for more job creation.
 Bringing the roads back to the community for social and economic
development of the zone.

0.20 Recommendations
0.20.1The analysis in this Detailed Project Report (DPR) establishes not only the
economic viability and desirability of this project but also brings out that
construction of a Metro line on this corridor will enhance effectiveness of the
Metro network. The cost of construction of this Metro line measuring about
38.00 Kms. (36.44 from Kms Jyothipuram to Airport Terminal Station) would be
Rs. 10584.15 Crore.

0.20.2The work of execution of this project can be entrusted to a Special Purpose

Vehicle (SPV) which has the technical and managerial components to execute it.
The Bangalore Metro Rail Corporation Ltd. (BMRCL) is the appropriate agency
for execution of this project with their experience of Phase-1 and Phase-2
projects of BMRCL.

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Figure 0.1 Bangalore Metro Network Phase-1, 2, 2A & 2B.

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